Break-of-gauge mechanism



l. H. MATTHEWS.

BREAK 0F GAUGE MECHANISM. APPLICATION FILED OCT. 20. 1920.

1,408,21 9. Patented Feb. 28, 1922.

3 SHEETS-SHE I.

MVENIOA, JOHN HENQY Mmrusw:

PER a zgficvwwi I. H. MATTHEWS.

BREAK 0F GAUGE MECHANISM.

APPLICATION man our. 20. 1520.

1,408,219, Patented Feb. 28, 1922.

FAQ/Z4 par 4km. -z jl Attorney.

of rollin unraaae sures PATENT ore-1 cc.

7 BBEAK OF-GAUGE MECHANISM.

Specification of Letters Patent.

Patented Feb. 28, 1922.

Application filed October 20, 1920. Serial No. 418,213.

1 0 all whom it may concern Be it known that I,-

HEKRYJYMAT- Australia, and resident ofQI'G OlarkeSt-reet, Northcote, near 'Melbeurne,"in the State of Victoria, Commonwealth of humans, have invented a certain new andmseiul' Breakcf- Gauge 'Mechanism; of which the following is a specification.

This invention relates to improvedbreak of gauge mechanism and has been specially devised in order to provide mechanism which is not only eheap aaideflective but which is of greater utility than the known devices. g

The object ofthe invention consists in so arranging the mechanism that the'parts are not weakened and when appliedto-rolling stock under-frames will readily and automatically change from one gauge to another.

This invention has been devised in order to overcome existing'detects in this class of mechanism and to' previde cheap, simple and automatic interchanging mechanism to allow, when all the rollirigstock of a train is fitted with the mechanism embodied in "the invention, for the change of gauge without a stop, it being obvious that where separate engines are employed 'for one gauge only, the train of carriages canbe hacked or; pushed from one gauge to another to be (flagged to an engine on'the other gauge. the 1 invention are as follows 1 Mechanism attached to the 'underframe stock adapteif to automatically retease sli mg bars earrying the wheel supports to allow ehe wheels and their supports to move inwardl or-outwa-rttly'asthe case i maybe when interchanging from one gauge to another.

' automatically release'the' loekingmec him Means r61 aawmsaean Locking T the mechanism is releasedfrom its guiding rall at the bieak ofggau e terminus.

i/The means whereby the trip mechanismandconsequently thewhe'els is operated when traveling forwardly or rearwardly in changinggauge.

' readily understood it the wheel lubricating e essential characteristics embodied in W ported by the when changing gauge and when: is ede byahs tripsneehsnsm waguiuaran. [9 hi h W "C sliding heirs sapperting thewnelsjnthenerto V rcw or wide gitlige pofition a ftefr i the "trip Z bars are; provided cased in' tlie cross beams-4 with alimited movement of the wheels 6.

5. The means of mounting the wheel centre to the wheel and for detaching and re- 'rnnws, a citizen of the Gelnlnonwealth of newin' the'hub or centre when worn.

6. he automatic lubricating means for the Wheels.

In order that the invention may be more will now be described with reference to the accompanying drawings in which:

Figure I is a view Figure 2 is a view in side elevation, and

Figure 3 is a view in plan of the improved break of gauge mechanism fitted to the under frame of rolling stock.

Figure 4 is :aview in plan ofthemea'ns employed'for locking the sliding bars carryingdhe' wheel supports.

i re 5 is'an enlarged view of an essential eature of said locking means.

Figure 6 is a view in side elevation, and

Figure 7 is a view in vertical central section of the improved wheel construction. while Figure'S is a sectional view illustrating 7 means. 7

Figures '9 and 10 illustrate in diagrammatic plan view the rail points at the change of auge terminus.

igures 11 and 12 are essential details, and

Figure 12 is a view of the construction of the wheel axle when solid wheels are emplo ed. K o V 'ccording tothis invention the underin underside plan.

views illustrating j l coiisisftfifi longitudinal main beams the entral supportfl andtwo spacedvend V at'eachen'd of theirame. e usual tlefirods, buffers and other. usual devices are not illustrated butwill be usedin the ordinary manner.

Fixed' axles 5 are provided and rotatably and; looselyunou'nted thereon are the fianged wheelslfi which are unclerslung and are supbear 7 connecting the springs Stheti a'ii'siql and -cenaaai npf which is allowed hy'h'eing eonnected to the hers connect the transversely slidig .bars 10; 11,12, 13. *Brferably two spuced s ding fer each. wheel .being onmovement, the sliding barsof theifront and rear wheels being adapted to slide inwardly towards each other or outwardly away from each other according to the direction of Limit stops 14 are provided to limit the inward and outward movement of the sliding bars 10, 11, 12 and 13 and consequently the lateral movement of the wheels 6.

When the wheels 6 are set to the narrow gauge the inner ends 15 of the SllCllllgbitlS are substantially close together but when set to the wide gauge the inner ends of the bars are distanced from each other.

The inner ends of each of the bars are formed with two spaced holes 16, 1'7 and these holes are adapted to receive a pin or bolt 18 the end of the in being shaped as at 19 and the inner ent of the hole is correspondingly shaped. When the in or bolt- 18 is in position in one of the ho es and as illustrated the sliding bars and consequently the wheels 6 are firmly held in position, the wheels when the pin 18 is in the hole 16 being in line of travel for narrow gauge but when in the hole 17 it is in the line of travel for the broad gauge.

Means are embodied for automatically tripping the mechanism to release the pins or bolts 18 from the sliding bars 10, 11, 12 and 13 during the change of gauge operation which release allows the barsto slide and consequently the wheels either inwardly or outwardly to narrow or broad gauge and after the gauge is chan ed the shding bars and consequently the w eels are automaticali y held in the line of travel.

hese means preferably comprise a central lon itudinal bar 21 to each end of which is fittec? the cross pieces 22, 23 which connect the locking bolts or pins 18 which are encased as at 24.

The front or both sets of lockingpins 18 for the front and rear wheels 6 are formed or fitted with collars 25 between which and surroundin the pin 18 is a helical spring 26 which acilitates the return or locking movement of the pins 18.

The cross pieces 22 enter slots 27 in the front pin casin s 24 and pass through a hole 28 in the said orwardly ositioned pins 18.

This lockin and unloc in control mechanism is pre erably automatically operated in which case a bar 29 would be pivoted at the point 30 to one of the slidin bars such as 11 and would extend rearwar y through a iding slot 31 in the centre cross beam 3 bein bent downwardly as at 33 and being fitte at its lower end with a roller 34.

A link 35 connects a bell crank 36 pivoted to a bracket 37 carried by the cross beam 3, the opposite end of the bell crank being connected to the central bar 21 as illustrated.

Oppositely to the bar 29 is'a similar bar 38 pivotally connected at 39 to the sliding bar 12 and passing through the hole 40 in the beam 3 is bent downwardly at 41 and is fitted with a roller 42. A link 431connects the arm 38 with a bell crank 4 1 mounted to a bracket 45 carried by the beam 3 and this bell crank 514* also connedts tlie central bar 21 as illustrated, the bell crank 14 being disposed in the manner illustrated to allow of the automatic control'of the lockin mechanism should the car be travelling rom left to right while the bar 21 is automatically operated if the car is travelling from right to left according to the position shown in the drawings. The links 35 and -13 at the point of connection with the bell cranks 36 and 11 are slotted as at 43 so that when one of the arms 29 or 38 is operated the bell crank of the other arm moves in the slot 43 without moving its arm.

The wheelsi6 are preferably specially constructed being flanged in the ordinary'way but the wheel centre preferablyconsmts of a detachable bush 46 threaded at 47 to the wheel and locked thereto by the screw 18 entering a thread partly formed in the wheel 6 and partly inthe bush 46. The bush 46 is extended as at 51 and is formed with a circumferential groove 49 with two oppositely disposed holes 56 adapted to allow lubricant to pass between the bush 46 and theaxle 5. The bush extension 51 is encased by a box 52 receivinglubricant 55, the box 52 being supported by the springs 8. In the groove 49 is a. cord or chain 53 fitted with pads 54 which on the rotation of the bush 46 automatically lubricate the parts while a filling tube 56may be provided to quickly replenish the supply of lubricant.

In the modification illustrated in Figure 12 where a solid wheel is employed the axle 5 is divided as at 63the female end 64: being enlarged and formed'with a squared hole 6-l whieh receives the squared end 65 of the male portion 66. i

In order to automatically indicate at sight whether the locking pins 18 have been released or returned into locking position in the sliding bars 10., 11, 12 and 13 a dial or disc-76 indicatingtwo positions is mounted to the side of theundercarriage bein fitted to a rod 77 cranked or; bent as at 8 and pivoted at 79to the central arm 21. This 7 rod 77 is supported in slotted brackets 80 mounted to thecentral beam 3.

So as to ensurethat the bar 21 is rigidly held when the pins18 are inlockin position, the bar 21 is recessed as at 81 ig. 11 to receive the arms 82, 82 which connect a rod 83 fitted with a collar 84 This collar 84 is rigidly fitted to the rod'83 and to this rod is also fitted a loose collar 85. Between these collars is, disposed a helical compression spring '86 the end of the rod 83 passing throughthe side beams and terminates in a handle 83*. 7

The arm 82rigidly connects the rod 83 while the arm or pawl 82 is pivoted to the central beam 3 at 86 and to the rod 83 at 86". V

Preparatory to the operation of changing -gauge the, handle 83M511 pulled outallowing the hookflti to engage; the 11016186 and in this ,morementragainsta the. compression of the spring %86 the a-rmsz82eend fifl'inrereleased fIOHL engagement 'with the central bar 21 and the parts are free for, changing gauge. After the changing of gauge the hook 86" is released from the hole 86 and the spring .86 automatically returns the arms 82, 82* into locking position on the central bar 21.

The brake mechanism is fitted to the bars :60 depending downwardly at the front and rear and connected "tothe laterally sliding devices 10, 11,112 and Idabove described.-

lhese bars are hinged as at 61 and at their lower ends at each end of the carriage con. nect a cross rod 62 centrally divided, the divided portions telescoping one within the other to allow of movement in changing gauge.

In the drawings the parts are in gear for narrow gauge running, the locking pins 18 being in engagement with'the holes 16 of .the sliding bars 10, 11, 12aand 13 hutw'hen at the breakof gauge terminus and according to the direction the respective roller 34 or 42 engages a guide-or traversing rail 75 'llICll acting on the roller vforces the same outwardly so causing the respective bell= crank 36 or it as the case may be, to operate the central bar 21 which in. turn moves the cross pieces 22 and 23 which move the pins '18 out of the holes 16.:and 17 so releasing the slidingharslO, 11,: 12 andi13 and 211- lowingithe wheels to move outwardly away tromeach other' with a gradual movement to the wider or broadgauge.

From the broad gauge to narrow gauge the operation is identical and when the gauge is changed and the rollers 29 or 12 released from their guide rails, the springs 26 when the pins 18 are opposite the respec tive holes 16 or 17 rausethe 'said pins to enter into loeking msition in 'the sliding bars 10, 11, 12 and 13. e

As illustrated in Figure 9 the rail points are shown as laid for the change from the broad to narrow gauge the broad gauge rails terminating at the point 71 and a gradual narrowing line 72 is provided leading to the narrow gauge line 73 guiding rails 74 being provided for the wheel flanges during the change of gauge.

The traversing rail 75 is positioned extending outwardly towards the rails 72 and 74 and past the point 71 so that as the respective roller 34 or 42 engages the outer "pins 18 being opposite the holes 16 in the bars 10, 11,12 and-2l3 automatically slide into locking position in the bars.

In Figure 10:.ofvthe drawings, the rails are laid for changing from narrow to broad gauge, the operation being identical. The traversing rail 7 5 is positioned to extend past the terminal point 71 of the narrow gauge, and the gradual broadening rails 72 are provided as well as the guiding rails 74.

The train leaving the narrow gauge 73 after the locking pins 18 have been released by the roller 34 or 42 having engaged with the traversing rail 75 runs on the widening rails 72 to the broad gauge rails 70 and when the wheels run onto the broad gauge rails the holes 17 of the sliding bars 10, 11, 12 and 13 are opposite the locking pins 18 and the said sliding bars are automatically refastened by the pins 18 entering the holes 17.

I desire it to he understood that various :modifications and improirementsmey he emhodied for carrying the-Lahore described :fnnctions 'intopractiealefiect without departin from'the spirit and scope of the invention.

Break of gauge mechanism constructed, arranged, and operating as above described will he of great utility particularly for the reason'of the rigid construction and arrangement and the automatic operation of the parts. 1

What Iclaim as my invention and desire to secure by Letters Petentis- 1. Break of gauge mechanism havingsliding bars, means fitted tothe undercarriage or frame of rolling stohk and adapted to automatically release said sliding bars, means on the said bars carrying the wheel supports whereby the wheels and their supports are allowed. to move inwardly or outwardly when interchanging from one gauge to another. V r y 2.1 k of gnnge menhanism havin g sliding 'bars cnrrying the wheels; loeiting "members for said bars, a traversing rail and trip mechanism adapted to automatically release the locking members when changing gauge and when contact is made by the trip mechanism with the traversing rail.

3. Break of gauge mechanism having sliding bars, means for automatically releasing and locking said sliding bars in the undercarriage, wheel supports on the said bars, and means consisting of trip mechanism normally locking the sliding bars in position but allowing of the release of the sliding bars during the changing of gauge.

4. Break of gauge mechanism having sliding bars in the undercarriage, wheel supports on the said bars, trip mechanisms so disposed that the sliding bars are released when changing gauge in either direction of travel, traversing rails, rollers provided on the trip mechanism and adapted to engage the traversing rails during the operation of changing gauge, and means for automatically locking the sliding bars after the gauge has been changed.

5. Break of gauge mechanism consisting of sliding bars mounted in the undercarriage of the rolling stock, means on the said bars for supporting the wheels, and means for antomaticall; locking and releasing the slidable bars as and for the purpose specified.

6. Break of gauge mechanism wherein the wheels are supported upon and by bars in guides and adapted to slide laterally with a limited movement over break of gauge line points, spaced holes in said bars adapted to receive locking pins or bolts, springs surrounding said bolts and means for automatically releasing and locking the bolts in the respective holes in the sliding bars for the purposes specified.

7. Break of gauge mechanism haying cross members in the undercarriage of the rolling stock, wheeis adapted to slide laterally with bars slidably arranged in the said cross members, bolts adapted to lock into or be released from spaced holes in the sliding bars, transverse members connected therewith, a centrally disposed longitudinal arm carrying the said members, oppositely disposed arms each pivoted to one of the bars and being provided with aroller adapted to engage a guide rail on the track, bell cranks connecting the roller arms with the central arm, and springs surrounding the locking pins or bolts as and for the purposes specified.

8. Break of gauge mechanism accordiinc, to claim 7 having springs adapted to return the parts of the trip mechanism and return the locking bolts or pins to locking position in the slidable bars working in the undercarriage and carrying the Wheel supports, the said springs beingfitted to and around the locking pins substantially as described.

9. Break of gauge mechanism having the wheels slidably arranged on fixed axles,

guide beams in the under frame, bars slidably arranged in the guide beams, wheels and supports siid'ably carried on said bars,

and means for locln'ng and releasing the sliding bars as required and for the purposes specified.

10. Break of gauge mechanism characterized in that the wheels are slidably arranged, the wheel supports being carried by bars, guides for said bars, spaced holes in the bars, means such as locking, pins or bolts connecting an arm adapted to be operated on by the engagement of a roller on a traversing rail and means for locking the arm and conseuently thelocking ins in position in the s iding barssubstantlally as described.

11. Break of gauge mechanism wherein laterally sliding wheels are supported by sliding members adapted to be locked in pr sition by pins entering holes in said bars. a bar controlling the said pins and means consisting of a pivoted jaw or arm and a fixed jaw or arm on a rod and entering recesses in the said controllin bar, a spring surrounding said rod, a handi: for operating the rod and means for holding the rod and consequcntlythe gripping jaws clear of the controlling bar substantially as described.

12. Break of gauge mechanism consisting in the combination with an undercarriage of laterally sliding bars in guides supporting the wheels, means for locking the bars in two positions, means for releasing the locking devices when contact is made with a traversing rail, means for holding the iocking devices in locked position, means for releasing the locking devices and means for indicating whether the locking devices are in or out of engagement with the sliding bars supporting the wheels substantially as described.

Signed at Melbourne, Victoria, Australia, this 17th day of September 1920.

JOHN HENRY MATTHEWS.

In the presence of- SIDNEY HENDLEY, A. EAWORD. 

